SNCASE / Sud-Est Aviation designation (SE)

[PhR]

What ?,in TU magazine and Retrohydro site,it's as I explained,please see the picture (11)

Ok, I see. Thank you for sharing. I do not really consider Hydroretro as reliable source, and I suspect the TU source is probably the same. I never found traces of such SE-300 autogiro project in SNCASE archives or wind-tunnel test inventories. It never appears in SNCASE monthly internal reports. None from the people I interviewed when I worked in Marignane design office and at CEV mentioned it. I was also invited several times by the association "Mohican" which grouped the last survivors from Lioré et Olivier, and they provided to me plenty of information and documents, including the team from Pierre Renoux who managed the autogiro department. They never mentioned this project.

Nevertheless, it is possible. Initial SE-300 (ex Romano 111) was cancelled 23rd August 1938, one year afer having been ordered. The SE-300T seaplane was tested in wind-tunnel only during WW2. So there is a time hole in between where this number could have been reused. I am sceptic and I will try to find where this information comes from. Do you know in which issue of TU you found it?

 

[hesham]

X-230 was a low-wing 12/19 executive monoplane Project,powered by two 800 hp Astazou engines
X-240 was a tandem two-seat low-wing trainer and tourist monoplane Project,powered by one 200 hp Cont.
or Lycoming engine
X-250 was a low-wing medium airliner transport monoplane Project,powered by three Rolls-Royce/Snecma M45 jet engines,mounted two under the wing and one above the rear of the fuselage
X-260 was unknown design
X-270 was a side-by-side two-seat low-wing light monoplane Project,led to develop Socata TB-9
X-280 was a 3/4 seat light helicopter Project,based on Allouette II,powered by one Astazou II turboshaft engine,need
confirm
X-290 was unknown design
X-300 was a five-seat light helicopter Project,led to develop SA-340 Gazelle
X-310 was unknown design
X-320 was unknown design
X-330 was a tandem two-seat attack version of SA-330 Puma,Project only
X-340 was unknown design
X-350/I Rotojet was a 4/5 seat compound helicopter military Project,powered by two turboshaft engines
X-350/II Rotojet was version,intended for civil role,also powered by two turboshaft engines
X-350/III Rotojet was a 30/36 passenger transport Project version,powered by two turboshaft engines
X-350/IV Rotojet was a 50 passenger transport Project version,powered by three turboshaft engines
X-350/V Rotojet was a medium airliner Project version,,with stowed rotor,powered by three turboshaft engines
X-350/VI Rotojet was a medium transport Project version,with retractable rotor and V-tail,powered by two
turboshaft engines
X-350/VII Rotojet was a medium transport Project version,with disc rotor,powered by three turboshaft
engines
X-360 maybe early concept,with led to develop SA-360 Dauphin,need confirm
X-370 was a 3/4 light helicopter Project,powered by one Wankel-type rotary engine,led to developed SA-350
X-375 was a 3/4 light helicopter Project,powered by two Wankel-type rotary engines
X-380 was a SA-365N with combined composite rotorhub/mast, 5 blade rotor and swept tips

I think you are mixing the designations, not me. The false idea to have an X-300 in sequence after X-230, 240, 250 etc. is a pure mistake from your side. You misundertand how the numbering was assigned by SNCASE.

My dear Philippe,

you don't understand my point,of course this sequence was begun with SNCASE,and in 1957,after amalgamation
with SNCASO to be Sud Aviation,and after it started from X-200,and reached X-223.X-224 & X-225,they continued
with next entry,which was X-230,then X-240,X-250 ....,X-270,X-280 and X-300,up to X-380,later with Aerospatiale.

And that's not related to early X-300 for helicopter,which did show up after the WWII,so we have two X-300,
the first after the war immediately and passing with X-301,X-302 up to X-316,and the second X-300 which
was by Sud Aviation.

 

[hesham]

Ok, I see. Thank you for sharing. I do not really consider Hydroretro as reliable source, and I suspect the TU source is probably the same. I never found traces of such SE-300 autogiro project in SNCASE archives or wind-tunnel test inventories. It never appears in SNCASE monthly internal reports. None from the people I interviewed when I worked in Marignane design office and at CEV mentioned it. I was also invited several times by the association "Mohican" which grouped the last survivors from Lioré et Olivier, and they provided to me plenty of information and documents, including the team from Pierre Renoux who managed the autogiro department. They never mentioned this project.

Nevertheless, it is possible. Initial SE-300 (ex Romano 111) was cancelled 23rd August 1938, one year afer having been ordered. The SE-300T seaplane was tested in wind-tunnel only during WW2. So there is a time hole in between where this number could have been reused. I am sceptic and I will try to find where this information comes from. Do you know in which issue of TU you found it?

Of course I disagree with that,the TU magazine is a reliable source,and there is another source,may Encyclopedia,forget
its name,that's because I am in another house,and I don't have all my stuff,and could be re-allocated,because the SE.300
autogyro was in 1936/37,the TU numbered 295.

 

[PhR]

Of course I disagree with that,the TU magazine is a reliable source,and there is another source,may Encyclopedia,forget
its name,that's because I am in another house,and I don't have all my stuff,and could be re-allocated,because the SE.300
autogyro was in 1936/37,the TU numbered 295.

Hello Hesham,
I said that I don't trust all information from Hartmann in Hydroretro site because I found a lot of errors. Nevertheless, it's a very interresting source of information. He shared a lot of original documents and provides huge quantity of information. I need to just take distance, as it is not an original source, so it requires confirmation from other origin to overlap.

I am myself one of the contributors of the TU. As you have undoubtedly noticed, I always favor original document, instead of publications from books or magazines. The Trait d'Union magazine is an excellent source, where various specialists share their knowledge, information... and doubts! This is why it is very important to me to know where an information comes from. Is it from archives? Testimony? collection? Hypothesis? Logical deduction? Or is it a copy from another writer?

In TU 295, Charles Claveau refers to a previous issue. I finally found it in one of the complements from his series about French manufacturers. As you can see attached, he explains from where the information comes: Hartman's site! It confirms exactly what I said before: "I suspect the TU source is probably the same". This is confirmed by the author himself.

 

[PhR]

My dear Philippe,

you don't understand my point,of course this sequence was begun with SNCASE,and in 1957,after amalgamation
with SNCASO to be Sud Aviation,and after it started from X-200,and reached X-223.X-224 & X-225,they continued
with next entry,which was X-230,then X-240,X-250 ....,X-270,X-280 and X-300,up to X-380,later with Aerospatiale.

And that's not related to early X-300 for helicopter,which did show up after the WWII,so we have two X-300,
the first after the war immediately and passing with X-301,X-302 up to X-316,and the second X-300 which
was by Sud Aviation.

Hello Hesham,
first of all, I don't want to hurt you. You made very huge work trying to compile manufacturers listings. This is a very difficult work that I appreciate. I think that about 95% of your lists are correct. I just try to help you fixing the remaining 5%.
I don't know from where you took this idea that SNCASE used numbers in sequence. Unfortunately, SNCASE is good exemple of non-continuous numbering and non-homogenous application of their internal rules.

From the beginning, just after WW2, the X series were introduced to replace the SE-0xx numbers, and they were allocated by slices to different design offices. So there was never continuity from X-200 series, and no overflow from one slice to another. There was never any X-300 in sequence after X-2xx. You can forget these hypothetic initial X-300/301/302.

Also note that initially, the slice 4000 was assigned to Marignane (Poitou office), before being re-assigned to Cannes. This is why the X-104 became the SE-4000. Then the Cannes series started with SE-4100, followed by SE-4200, 4300, 4400 and 4500 with their variants.
Some offices designed their projects in sequence, such as Cannes up to X-422. But for La Courneuve helicopters, they started very late using these designations, and not in sequence. The first I know are X-315, 316 and 317 presented to Official State Services in May 1955.

After fusions of companies, other X-xxx designations continued to be used, but not in sequence. I personnally worked at Marignane on X-350 (reused number), while one of my neighbours in the open office shown me a project for tilt-rotor, knowing that an X-910 was abandoned 10 years earlier.

 

[hesham]

From the beginning, just after WW2, the X series were introduced to replace the SE-0xx numbers, and they were allocated by slices to different design offices. So there was never continuity from X-200 series, and no overflow from one slice to another. There was never any X-300 in sequence after X-2xx. You can forget these hypothetic initial X-300/301/302.

My dear Philippe,

that's right for SNCASE only,but how can you explain,after last experimental number of SNCASE "X-225",they began
in Sud Aviation with X-230,and I am asking,from where the number 230 was came ?.

So weird my dear,you told me as I knew,X-300 was assigned to helicopter after WWII,this means they started from
it,and how do you explain in the same series for early SNCASE these numbers,X-310,X-315 & X-316 for helicopters ?,
the only logic thing,that the X-300 followed by 301.302,303,304 up to 310,and raised to 315 and 316,right ?.

 

[PhR]

So weird my dear,you told me as I knew,X-300 was assigned to helicopter after WWII,this means they started from
it,and how do you explain in the same series for early SNCASE these numbers,X-310,X-315 & X-316 for helicopters ?,
the only logic thing,that the X-300 followed by 301.302,303,304 up to 310,and raised to 315 and 316,right ?.

I try desperately to explain to you: please stop thinking "logic". There is no logic behind, just choices! Trying to introduce logic in French company designations is is one of the most sure path to make errors.
As soon as you try to follow "logic", you introduces bias. So, please just stay to what is recorded and don't try to fill the holes. By doing this, you create fakes and legends.

In the case of SNCASE studies for example, as you can see below, there is no "logic", there is no chronology, just choices:
- X-300: 1966, light helicopter HLO/HLU.
- X-305: 1950, helicopter for medical evacuation, rescue and liaison.
- X-310: 1953, light helicopter concept for tubine engine. 7th project X-310G was the starting base for SE-3130 Alouette II prototype.
- SE-311 (not X-311, I don't know why): 1953, twin-rotor helicopter
- X-315: 1955, twin-turbine executive helicopter
- X-316: 1955, heavy helicopter
- X-317: 1955, turbine-driven helicopter

 

[PhR]

I am asking,from where the number 230 was came ?.

It came only from the head of the engineer who selected that number. Don't try to look further. There is nothing behind.

 

[hesham]

With no offence,only you explanation is not logical,but the company itself has,after WWII,as you mentioned
they started with X-300,that means X-300,X-301,X-302,X-303,X-304 up to X-305,but we don't know the
earlier (300 to 304),it's not necessary they were not existing ?!.

For X-300 it another series completely,and even for Sud Aviation,and not SNCASE.

 

[PhR]

OK, if you are not interrested by the reality, I let you invent whatever unverifiable alternative truth you want.

 

[hesham]

OK, if you are not interrested by the reality, I let you invent whatever unverifiable alternative truth you want.

You didn't answer my logical questions,and still told us that,the X-300 example had no sense,also you mentioned
a small part of reality not all,if you are right ?,tell us what was early X-300 series for helicopters after WWII,from
X-300 to X-304 ?!.

 

[PhR]

You didn't answer my logical questions,and still told us that,the X-300 example had no sense,also you mentioned
a small part of reality not all,if you are right ?,tell us what was early X-300 series for helicopters after WWII,from
X-300 to X-304 ?!.

We know what is the X-300: this is the project HLU/HLO, which became the Gazelle. If you find a document about another project X-300 before 1966, Great! Please share it. If not, it's maybe possibly because this number was not used. However, any supposition about potential existence without evidence has no value. Even logical "deduction" has also no value. People do not always choose to follow numerical numbers. They may choose a number just because they like it, or decide to reserve numbers for another future usage if any. Sometimes it is finally used, sometimes not.

SNCASE engineers apparently decided to start their studies with X-305, 310, 315. They came back to X-300 in 1966. This is their choice, not yours. Nobody has disclosed other projets using numbers in between, so, it is possible that they never existed. You don't know, me neither. So mentioning it is just creating a fake.

 

[hesham]

We know what is the X-300: this is the project HLU/HLO, which became the Gazelle. If you find a document about another project X-300 before 1966, Great! Please share it. If not, it's maybe possibly because this number was not used. However, any supposition about potential existence without evidence has no value. Even logical "deduction" has also no value. People do not always choose to follow numerical numbers. They may choose a number just because they like it, or decide to reserve numbers for another future usage if any. Sometimes it is finally used, sometimes not.

SNCASE engineers apparently decided to start their studies with X-305, 310, 315. They came back to X-300 in 1966. This is their choice, not yours. Nobody has disclosed other projets using numbers in between, so, it is possible that they never existed. You don't know, me neither. So mentioning it is just creating a fake.

My dear,you claimed that the series maybe X-305,X-310 & X-315,if that was right,the next two entries must be X-320
and X-325,but the opposite is what we found,they were X-316 and X-317,so the only solution for that is the archive
has many many missing projects,we don't know it as appeared in other sequences,and this explain the gaps between
the series of X-300.

 

[Arjen]

the archive has many many missing projects,

No.

'the archive' has a discontinuous collection of project numbers. This should not be construed as evidence of the existence of numbered projects to fill the perceived numerical gaps.

To repeat:

Nobody has disclosed other projets using numbers in between, so, it is possible that they never existed. You don't know, me neither. So mentioning it is just creating a fake.

 

[hesham]

'the archive' has a discontinuous collection of project numbers. This should not be construed as evidence of the existence of numbered projects to fill the perceived numerical gaps.

No sense at all to use this series from company; X-305,X-310,X-315 then X-316 & X-317 ?!.

The only logical thing as in many French companies,the archives are missing some designations,we see for
example,Morane Saulnier,there were a lot of gaps in it,why ?,they lost them.

 

[Arjen]

As Mark Twain wrote:
"Truth is stranger than fiction, but it is because Fiction is obliged to stick to possibilities; Truth isn't."

Assigning project numbers in a continuous sequence is esthetically pleasing, superficially logical, but (company) politics hand us numbers that, at first sight, appear illogical. Business, legal or political logic steps in, and we get Windows 10 instead of Windows 9. Or F-35 instead of F-24, B-21 instead of B-3, Porsche 911 instead of Porsche 901, SAAB 900 instead of SAAB 100.
The list is nearly endless.

 

[PhR]

The only logical thing as in many French companies,the archives are missing some designations,we see for
example,Morane Saulnier,there were a lot of gaps in it,why ?,they lost them.

Contrary to your imaginary "logic" without any basis, the real known sequence in time is the following one: X-305, X=310, SE-311, X-315, X-316, X-317, X-300, X-350, X-910, X-370, X-350, X-380. These are just facts.

 

[hesham]

Contrary to your imaginary "logic" without any basis, the real known sequence in time is the following one: X-305, X=310, SE-311, X-315, X-316, X-317, X-300, X-350, X-910, X-370, X-350, X-380. These are just facts.

I disagree,that's no sense in it,the archive is not completed,many were missing.

 

[PhR]

that's no sense in it

Yes. But it's true and factual.

the archive is not completed,many were missing.

Certainly, but we have no evidence at the moment, until somebody provides new reliable material. Any other approach is worthless.

 

[dan_inbox]

I disagree,that's no sense in it,the archive is not completed,many were missing.

Then the practical and productive action path from there is to

1. list the known and documented projects (as PhR did in #137);
2. keep an eye open for any new evidence of a project carrying one of the unusued numbers;
3. NOT assert the existence of such projects until such evidence appears, lest one would create one of those never-dying internet rumors, which would not help knowledge advance.

Note that you or anyone else can keep an eye open and even have a private list of "missing-numbers-possible-projects" to look for, but should just not publish them as "existing but not yet discovered", which would start the wrong road.

 

[hesham]

Hi,

as we see in my reply # 86,the X-100 is regular;X-100,X-101,X-102 ........etc,the X-200 is regular;200,X-201,X-202.........etc,
the X-400 is regular; X-400,X-401,X-402 .....etc,aslo X-500,give me one reason to be the X-300 un-regular,of course not,
but there are a lot missing designations in the archive,also for "SE" series,many gaps.

 

[PhR]

X-116 Voltigeur was a 2/3 seat army support aircraft capable of observation and ground attack operation,
powered by two Wright Cyclones radial,later with 650 hp Turbomeca Bastan turboprop engines,later became
a SE-116
X-116B Voltigeur was a version powered by two 800 hp Wright C7 turboprop engines,Project
X-117 Voltigeur was a third prototype,also powered by two 760 hp Turbomeca Bastan turboprop engines,later
became SE-117
X-118 Diplomate was a light transport version of X-117,with low-wing and powered by two 760 hp Turbomeca Bastan turboprop engines,later became SE-118
X-118/I Diplomate was a refined version of X-118,powered by two 760 hp Turbomeca Bastan turboprop
engines,also called SE-118,Project
X-118/II Diplomate was a navigator trainer version,also powered by two 760 hp Turbomeca Bastan turboprop
engines,also called SE-118

I do not agree:
The SNCASE studies X-116A and X-116B designed by Poitou's office located in Marignane were purchased by French State order number 3022/57 and then became the "Voltigeur", respectively renamed as SE-116-01 with Wright radial engines and SE-116-02 with Bastan turboprops.
A third one was ordered as SE-117-03, with enlarged fuselage and Bastan turboprops. An SE-117A project was studied with Wright engines. If an X-117 has ever existed, it does not have any relationship with the SE-117.
Then, the next studies were SE-118 "Diplomate" and SE-119, which, as far as I know, were never called "X-" someting.
I placed additional information here:

https://www.secretprojects.co.uk/threads/sncase-sud-est-aviation-projects.3178/page-3#post-686020

https://www.secretprojects.co.uk/threads/sncase-sud-est-aviation-projects.3178/page-3#post-686131

 

[hesham]

I will make a SNCASE & Sud-Aviation list;

SE-161 Languedoc was a forty-seat transport monoplane,started as the Bloch MB-161
SE-20 Aquilon was a license-built De Havilland Sea Venom
SE-201 Aquilon was a two-seat night pursuit version of 1952
SE-202 Aquilon was a DH Sea Venom derivative
SE-203 Aquilon was a single seat fighter version
SE-204 Aquilon was a two-seat jet trainer version
SE-247 was developed from LeO H-47,as a military derivative version of 1945
SE-520 was a Projected version of Dewoitine D.520
SE-530 Mistral was a license-built De Havilland Vampire
SE-531 Mistral was a license-built De Havilland Vampire with Nene 102B engine
SE-532 Mistral was a license-built De Havilland Vampire with Nene 104 engine and ejector seat
SE-533 & SE-534 Mistral were unknown variants,maybe a Projects
SE-535 Mistral was a navel fighter version
SE-580 was a post-war Project fighter derived from D.520 with dorsal air intake,powered by one Hispano-Suiza 12Z
engine
SE-581 was a Project version,powered by one 2500 hp Hispano-Suiza 24Z engine
SE-582 was a Project version,powered by one 4000 hp Arsenal 24H engine

SE-100 was an initially designed the LeO 50,powered by two 1081 hp Gnome-Rhône 14N-20 or Gnome-Rhône 14N
-21 engines
SE-100-02 was a version of SE-100,powered by two Gnome-Rhône 14N
SE-101 was a three-seat fighter in C.3 category,powered by two 750 hp Hispano-Suiza 14 AB-02/03 engines,later
re-engine with 1100 hp Pratt and Whitney Twin Wasp R-2000 engines
SE-102 was a three seat observation light bomber version,in AB3 category,powered by two Gnôme-Rhône 14 N2/3
or 14N40/41 engines
SE-103 was anther AB3 version,powered by two 1150 hp Hispano-Suiza 14AA-12/13 engines
SE-104 was unknown version
SE-105 was a version of SE-100,with two auxiliary tanks and powered by two 1320 hp Gnôme-Rhône 14 R4/5 engines
SE-110 was an initial name for SE-101
SE-120 & SE-121 maybe were a single seat mono-motor fighter Projects,need confirm
SE-122 was a single seat recce Project version of SE-100,a scale down configuration,powered by single engine,driven
two counter-rotating propellers
SE-200 Amphitrite was a formerly LeO H-49 large transport flying boat,powered by six 1600 hp Gnome-Rhône 14
R-26 & R-27 engines
SE-200 Lourd was a very heavy Project version,with 200 ton empty weight
SE-200 Affine was a version,with single-tail empennage and elongated hull,powered by six Gnôme-Rhône 18R and
78 ton empty weight
SE-200/4 was a four engined Project version,and simplified configuration
SE-201 & SE-202 were unknown variants,maybe a Projects only
SE-203 was a version,powered by six Gnome-Rhône 14R engines,and 68 ton empty weight
SE-204 was a version,powered by six Gnôme-Rhône 18R engines,and 80 ton empty weight
SE-204M was a military version of SE-204,powered by six Gnôme-Rhône 18R engines,with defensive and offensive weapons
SE-205 & SE-206 were unknown Project versions
SE-207 maybe was aversion ,powered by six Gnôme-Rhône 18R engines,and 90 ton empty weight
SE-208,SE-209,SE-210 & SE-211 were unknown Project versions
SE-212 was a Project version of SE-200,powered by six Gnôme-Rhône 18R, wing area increase of 35 m° and 90 ton empty weight
SE-300 was a light transport autogyro Project,powered by one 350 hp Gnôme-Rhône engine
SE-400 was a three-seat mid-wing surveillance seaplane,on floats,powered by two 655 hp Gnôme-Rhône 14M
engines
SE-500 was a four seat light bomber Project version of SE-100,powered by two 1050 hp Gnôme-Rhône N-48/49
or 1600 hp Gnôme-Rhône 14R engines
SE-500T was a twin-engine 12 passenger cargo/transport Project,powered by two 1050 hp Gnôme-Rhône 14R
engines
SE-600 was a two-seat armed recce experimental Project,based on SE-100,but powered by one 350 hp Bearn
6D engine
SE-600/I was a light transport Project version,also powered by one 350 hp Bearn 6D engine
SE-700 was a three-seat passenger autogyro,powered by one 330 hp Béarn 6D-07 engine
SE-700S was an improved version,maybe remained a Project,
SE-701 was a version,intended to carry 700 kg of load,powered by one 220 hp Renault 6Q-01 engine,also known
as SE-700A
SE-702 was a version,featured by a fuselage hull and a fixed front wheel,powered by one 330 hp Béarn 6D-07 engine,
also called SE-700B
SE-800 was a transport Project developed from SE-100,22 passenger and four crew,powered by either 1350 hp
Gnome-Rhône 14 or 1650 hp Wright Cyclone engines
SE-800A was a 24 passenger and four crew,powered by two 1300 hp Gnome-Rhône 14 R engines,Project
SE-800B was a 33 passenger and four crew,powered by four 1000 hp Hispano-Suiza 12 Y engines,Project
SE-800C was a 24 passenger in cabin waterproof,powered by two 1600 hp Gnome-Rhône 14 R engines,Project
SE-900 maybe a three engined large Project version of SE-100,intended as bomber or transport aircraft,need confirm
SE-1000 was a mid-wing stratospheric transatlantic postal transport monoplane Project,powered by four
1590 hp Gnome-Rhône 14 R engines
SE-1001 was a Project version of SE-1000,with re-designed the nose and cockpit configuration,as a long-
range mail carrier
SE-1010 was a high-altitude photo-survey aircraft,powered by four 1600 hp Gnome-Rhône 14 R-28/29 engines
SE-1011 was a production aircraft: three under construction when Project was abandoned
SE-1015 was a long-range 18 passenger courier airliner Project,powered by four 1600 hp Gnome-Rhône 14 R-28/29 engines
SE-1020 was a maritime patrol aircraft Project,with gun turret,powered by four Junkers Jumo 213 engines
SE-1030 was a proposed 40 passenger airliner variant Project,powered by four 1600 hp Gnome-Rhône 14 R-28/29 engines
SE-1035 was a high Speed Stratospheric airliners from 1947 with a more conventional larger diameter airliner
fuselage design,powered by four 1600 hp Gnome-Rhône 14 R-28/29 engines
SE-1040 was a proposed turboprop test-bed to evaluate the Rolls-Royce Dart engine
SE-1100 was a redesigning of SE-200C.,as a civil/military transport flying boat Project,120 ton empty weight
SE-1200 was a 125 passenger heavy version of SE-200,but powered by eight 3400 hp Arsenal 24H engines,
140 ton empty weight,Project
SE-1210 was a sub-scale version of SE-1200,powered by four 240 hp Renault 6Q engines
SE-1200/I was a medium transport compound helicopter Project,with shoulder wing and addition two
piston engines,mounted on it and the a low rear wing with twin tail fins
SE-1300 was a very large and heavy version of SE-200,with 180 ton empty weight,Project
SE-1400 was a projected sub-scale flying mock-up of SE 2400 or heavy jet fighter derived from SE 2400,powered
by one Rolls Royce Derwent V turbojet engine,Project
SE-1410 was a projected sub-scale flying mockup of SE 2400,but powered by Walter HWK 109/509 rocket
engine
SE-1400/I was a side-by-side two seat attack aircraft Project,powered by two Hispano-Suiza Nene turbojets,mounted
beside the fuselage with wing roots,later redesigned and developed into SE-2450
SE-1500 was a unguided, effect of explosions, 10 to 200 m from the vehicle (1946)
SE-1501 was a unguided target (1948)
SE-1502 was a unguided target (1950)
SE-1502M was a Navy recoverable target (1953)
SE-1503 was a turbojet powered target (1953)
SE-1504 was a developed project version of SE-1500
SE-1510 was a guided and recoverable target(1948)
SE-1511 was a test of optical guidance (1952)
SE-1520 was built but not flown; five were modified into SE 1502M and five more into SE 1523
SE-1521 was a experimental flying bomb (1949)
SE-1522 was a recoverable target (1952)
SE-1523 was a Navy operational recoverable target (1953)
SE-1524 was an Air Force operational recoverable target (1953)
SE-1530 was a built and not flown; seven were modified into SE 1522 and two into SE 1523.
SE-1531 was a rocket powered variant (1952)
SE-1600 was an experimental aircraft with additional vertical control surfaces Project,no more details
SE-1700 unknown Project,maybe a tourism glider,need confirm
SE-1800 was an two-seat experimental twin-jet transport flying wing Project,powered by two Rolls Royce Nene
turbojet engines
SE-1801 was a Project version of SE-1800,but powered by two Snecma ATAR turbojet engines
SE-1802 was a Project version of SE-1800,also powered by a less propulsion Rolls Royce Nene turbojet engines
SE-1900 was a rocket-powered wheeled car
SE-1910 was a record-breaking variant of above
SE-2000 was a mid-wing transatlantic heavy transport Project,powered by four 2100 hp Gnôme Rhôme R18
engines
SE-2001 was a unknown Project version,need Info
SE-2010 Armagnac was a enlarge version of SE-2000,with a cantilever mid-wing monoplane with retractable tricycle landing gear,powered by four 3500 hp Pratt & Whitney R-4360-B13 Wasp Major engines
SE-2020 was a version of SE-2010 with bigger wheels (1,72 m instead of 1,52 m),Project,maybe powered by
the same engines
SE-2030 was a version of SE-2010,but powered by four Cyclone turboprop engines
SE-2040 was a projected derivative of SE-2010,with four Allison T40 turboprop engines and longer fuselage
SE-2043 was a Project version from SE-2010,powered by four Bristol Proteus turboprop engines
SE-2050 was unknown Project version,need Info
SE-2060 was a test bed aircraft of SE-2010 transport aircraft with eight ATAR engines
SE-2100 was a two-seat light and touring tailless airplane,powered by one 190 hp Renault 4Pei pusher engine
SE-2200 was a single seat naval fighter Project,based on SE-580
SE-2300 was a two-three seat low-wing light and touring monoplane,powered by one 140 hp Renault 4Pei engine
SE-2301 was a developed version of SE-2300,need Info,maybe a Project
SE-2310 was a three-seat, tricycle undercarriage version,powered by one 190 hp Renault 4Pei engine
SE-2311 was a version of SE-2310,with retractable gear and fuel canisters in wings,maybe with the engine
SE-2400/I was a low-mid-wing single seat experimental attack monoplane Project,powered by two Socema CEM
turbojet engines,mounted under each wing
SE-2400/II was a single seat mid-wing experimental attack monoplane Project,powered by two Rolls Royce Nene
turbojet engines,mounted in dorsal intakes
SE-2410 Grognard I was a single seat low-level ground attack experimental monoplane prototype,powered by two Hispano-Suiza (built under license RR) Nene 101 turbojet engines
SE-2411 Grognard was a developed version from SE-2410,powered by Rolls Royce Nene 102 turbojet engines,need
confirm
SE-2412 Grognard maybe a misprint
SE-2415 Grognard II was a two-seat as a development version,that included a stretched fuselage incorporating a
raised cockpit with a bubble canopy and reduced 32˚ wing sweep back,powered by the same engines
SE-2416 Grognard was a single seat strike aircraft Project version,with four HS 603 30mm machine guns,also
the same engines
SE-2417 Grognard was a SE-2415,re-engine with Tay or Verdon turbojets,and fitted with eight 20mm guns,Project
SE-2418 Grognard was a single seat version,this design mated a highly swept wing SE-2410 and SE-2415 fuselage,
with two 30mm guns,and the same engines,Project
SE-2418/I Grognard was a version,powered by two Snecma ATAR 101F turbojet engine,mounted side-by-side,
and two 30mm guns,Project
SE-2419 Grognard was a direct adaption of SE-2418 with two Rolls Royce Nene turbojets,and two 30mm guns,
Project
SE-2420 Grognard III was based on third prototype (SE-2415) with thin wings,with two Tay turbojets,never
completed
SE-2421 Grognard was a two-seat long-range all-weather fighter Project,based on SE-2420 and same engines
SE-2422 Grognard was a single seat strike aircraft Project,with thin wings and featured a revised air-intakes
(lesser bulky but wider),maybe with RR Nene engines
SE-2422R Grognard was a single seat recce version of SE-2422,with cameras in place of gun bay
SE-2423 Grognard was a design version,mated the fuselage of SE-2418 with the wings of SE-2415,Project
SE-2424 Grognard was anther version of SE-2418,but with Snecma Vulcain P-150 engines with post combustion
SE-2450 Grognard was a simplified SE-2400/I,side-by-side two-seat with bubble canopy and pursuit radar,and
powered by two Hispano-Suiza Nene turbojets,mounted beside the fuselage with wing roots,Project
SE-2500 was a designation mentioned as similar to the X-201.02.01,jet airliner Project
SE-2600 was missile Project
SE-2700,SE-2800 & SE-2900 were unknown designs,maybe not used
SE-3000 was a heavy two rotor transport helicopter project (also allocated to former Focke-Achgelis Fa 223)
SE-3001 was a flying model of the SE-3100
SE-3010 was unknown Project,need confirm
SE-3100 was a twin-engine single-rotor large helicopter Project,with unusual twin, angled tail rotors
SE-3101 was an experimental sub-scale prototype version of SE 3100, first French helicopter
SE-3110 was a two-seat experimental light helicopter,powered by one 200 hp Salmson 9 Nh engine,with unusual twin, angled tail rotors
SE-3111 was a variant Project fitted with rotors larger diameter tail (2.80 m instead 2.40 m),based on SE-3110
SE-3120 Alouette was a single seat crew and two seat utility helicopter,powered by one 200 hp Salmson 9 Nh engine
SE-3130 Alouette II was enlarge version of SE-3120,with one crew and four seat,utility and multi-role helicopter,
powered by one 530 hp Turbomeca Artouste IIC6 turboshaft engine
SE-3140 was Alouette II modified with shorter main rotor blades anf 400 hp Turbomeca Turmo turboshaft
engine
SE-3150 Lama was Allouette II,fitted with larger main rotor,3-blade tail rotor and powered by one 500 hp Turbomeca
Artouste III turboshaft engine
SE-3160 Allouette III was a redesigned Allouette II with all-metal monocoque fuselage,and a fully enclosed seven-seat cabin and fixed tricycle undercarriage,powered by 870 hp Turbomeca Artouste IIIB turboshaft engine
SE-3164 was Allouette II with stepped windshield and nose-mounted 20mm gun,prototype
SE-3170 was unknown Project
SE-3180 Allouette was Allouette II fitted with 450 hp Turbomeca Artouste II turbine for high altitude operation,
prototype
SE-3190 was SE-3160 fitted with 600 hp Turbomeca Astazou XIV turboshaft engine,prototype
SE-3200 Frelon was a heavy transport helicopter with single four-blade main rotor,powered by three 750 hp
Turbomeca Turmo IIIB turboshaft engines,positioned in housing on top of fuselage
SA-3210 Super Frelon was developed from SE-3200,with boat hull and outrigger floats,rear loading doors,boom tail,
six-blade main rotor driven three 1320 hp Turbomeca Turmo IIIC turboshaft engines
SA-3220 Super Frelon was enlarge version of total mass 10 ton,with single five-blade main rotor,the waterproof
hull was extended at the front by a bow and bent tail (foldable) used to raise the anti-torque rotor,powered by
three 1250 hp Turbomeca Turmo IIIC turboshaft engines,Project
SA-3230 Super Frelon was a Project version of SE-3220,its empty mass was 4,800 kg and its total takeoff weight was only 9 ton,and powered by only two 1320 hp Turbomeca Turmo IIIC turboshaft engines
SA-330 Puma was a medium-lift 20 troop military helicopter with retractable tricycle undercarriage and single
four-blade main rotor ,powered by two 1320 hp Turbomeca Turmo IIIC4 turboshaft engines
SA-340 Gazelle was a light five-seat multi-role helicopter,with streamlined fuselage,tail rotor,three-blade main
rotor,powered by one Turbomeca Astazou IIN2 turboshaft engine
SE-4000 was a high-wing amphibian flying boat light transport Project,powered by one 450 hp Mathis 16G
pusher engine,mounted above the wing
SE-4010 & SE-4020 maybe unknown Project versions of SE-4000
SE-4030 was a high-wing amphibian flying boat light transport Project,enlarge version of SE-4000,powered by two Armstrong Siddeley Cheetah or P&W engines,in tractor position
SE-4100 was a first French missile, Project only
SE-4140 was a variant of SE-4100
SE-4200 was a first operational ramjet-powered ground-to-ground missile
SE-4201 was a variant of SE-4200
SE-4202 was a variant of SE-4200
SE-4204 was a variant of SE-4200
SE-4205 was a variant of SE-4200
SE-4207 was a variant of SE-4200
SE-4208 was a variant of SE-4200
SE-4209 was a variant of SE-4200
SE-4210 was a variant of SE-4200
SE-4211 was a variant of SE-4200
SE-4212 was a variant of SE-4200
SE-4220 was a variant of SE-4200
SE-4230 was a variant of SE-4200
SE-4263 was a variant of SE-4200
SE-4280 was a variant of SE-4200
SE-4299 was a target,need Info
SE-4300 was a variant of SE-4100 with French radar
SE-4400 was a ramjet-powered ground-to-air missile with same radar as above
SE-4402 was a record-breaking variant of above
SE-4500 was a enlarged ramjet-powered version of the SE-4200 intended to carry a 700-kg bomb at a distance of
130 kms
SE-4600.SE-4700,SE-4800 & SE-4900 probably not used
SE-5000 Baroudeur was a single seat high-wing lightweight strike fighter monoplane,powered by one Snecma
ATAR 101D turbojet engine
SE-5000-01 Baroudeur was a first prototype built,powered by one Snecma ATAR 101C turbojet engine
SE-5000-02 Baroudeur was a second prototype built,with some modifications
SE-5001 Baroudeur maybe it was a version with two addition Rolls Royce Soar booster engines
SE-5002 Baroudeur A was a smaller version,powered by one Bristol Siddeley Orpheus II turbojet engine
SE-5003 Baroudeur was a pre-series version,that incorporated test for many engines,ATAR E3,E4 & D3
SE-5004 Baroudeur was a version,powered by one Snecma ATAR E4 engine
SE-5005 Baroudeur maybe a misprint in L+K magazine,as a version with additions two rocket powered engines
SE-5008 Baroudeur was a proposed series version with Snecam ATAR 8 engine
SE-5008 VS Baroudeur was anther Project with blown wing,powered by one Snecma ATAR 8 engine
SE-5010 Baroudeur L was a light tactical support variant
SE-5012 Baroudeur was a proposed series version with one Bristol Siddeley Orpheus engine
SE-5013 Baroudeur was based on Baroudeur A,with Bristol Siddeley Orpheus engine,and a blown wing,Project
SE-5020 Baroudeur S was a lightened airframe Project with Snecma ATAR 101E engine
SE-5030 Baroudeur R was a Project version,powered y one Snecma M17 engine
SE-5040 Baroudeur O was a Project of lightweight version,powered by one Bristol Siddeley Orpheus
SE-5050 Baroudeur was developed from SE 5091,with blown wing and Snecma ATAR engine,Project
SE-5060 Baroudeur A/II maybe was a lighter version with thin wing,also fitted with two addition Rolls Royce Soar booster engines
SE-5070 Baroudeur M maybe was a naval version to use from aircraft carrier,project,need confirm
SE-5091 Baroudeur was a Project in collaboration with Fiat



- ANY ADDITIONS OR CORRECTIONS ARE WELCOME

I add SE-1504,

http://www.cannes-aero-patrimoine.net/pdf/pub/caspea_PMEX___001_SE1500.pdf

 

[PhR]

SE-3001 was a flying model of the SE-3100
SE-3010 was unknown Project,need confirm

Still wrong! Never existed. You should remove these entries.

Some very important SNCASE airplanes are missing in your list: SE 116 Voltigeur (2 built), SE 117 Voltigeur (1 built), SE 118 Diplomate (unfinished), SE 119 (project), SE 212 Durandal (2 built), SE 210 Caravelle (282 built), SE-3131 Gouverneur (1 built)

You can also add: SE 300 twin-engine T3 project (ex Romano 111), SE 520Z, ex Dewoitine (1 built), SE 580 heavy fighter (unfinished), SE-581 (project), SE 582 naval version of SE 580 (project), SE 2320: projected 4-seater version of SE 2310 with 3-weel retractable landing gear.

SE-900 maybe a three engined large Project version of SE-100,intended as bomber or transport aircraft,need confirm

Not confirmed: SE 900 was a twin-engined flying boat project.

SE-4100 was a first French missile, Project only

No: it's a rocket, not a missile. It was built and fired multiple times with a lot of different versions, as you can see attached (from AIAA conference by Philippe Jung).

 

[hesham]

My dear Philippe,

- For SE-3001 & SE-3010,let me check when I will back home
- About SE 116,117,118,119,210 & 212 they are in X series,to not be confuse with SE original series
- I add SE-3131
- To explain SE-300,I write it as SE-300T,and I add SE-520Z,but SE-581 & SE-582,they are already in the
list,and I put SE-2320
- I correct SE-900
- The SE-4100 with its versions,I edit them and mention the new of them

 

[PhR]

- About SE 116,117,118,119,210 & 212 they are in X series,to not be confuse with SE original series

No, this is absolutely wrong!
Once again, you are misunderstanding the SNCASE designation system.
X- series are never used for project or production. They are only for technological studies, research or demonstrators, in any order. When a design is decided, a new designation is assigned, usually in the continuity of the X, but not always. Then, the series continues and never comes back to "X" sequence.
X-210 became SE 210, X-207 and X-212 became SE 212, X-116 became SE-116 (X-117, 118 and 119 never existed for "Voltigeur", "Diplomate" and "Fonceur" derivative prototypes and projects, this is a pure invention), X-310G (7th design in the series) became SE-3130, X-300 became SA-340, X-350 became AS-350Z, etc. The only X that were built are the X-380 and the X-422 technological demonstrators.

 

[PhR]

- About SE 116,117,118,119,210 & 212 they are in X series,to not be confuse with SE original series

For example, see attached some evidences showing that official designation of Voltigeur, Caravelle and Durandal are SE, and not X.

 

[PhR]

SE-3150 Lama was Allouette II,fitted with larger main rotor,3-blade tail rotor and powered by one 500 hp Turbomeca
Artouste III turboshaft engine

Just a small correction: SE 3150 was the designation of the 2 prototypes , which were never called "Lama". Their name was "Alouette-Artouste III".
"Lama" was only assigned to production type SA 315.

 

[hesham]

No, this is absolutely wrong!
Once again, you are misunderstanding the SNCASE designation system.
X- series are never used for project or production. They are only for technological studies, research or demonstrators, in any order. When a design is decided, a new designation is assigned, usually in the continuity of the X, but not always. Then, the series continues and never comes back to "X" sequence.
X-210 became SE 210, X-207 and X-212 became SE 212, X-116 became SE-116 (X-117, 118 and 119 never existed for "Voltigeur", "Diplomate" and "Fonceur" derivative prototypes and projects, this is a pure invention), X-310G (7th design in the series) became SE-3130, X-300 became SA-340, X-350 became AS-350Z, etc. The only X that were built are the X-380 and the X-422 technological demonstrators.

I mentioned all of these in their proper series,if anyone new,and he doesn't know from where SE-116 was came from ?,
we must explain that to realize its origin.

 

[PhR]

I mentioned all of these in their proper series,if anyone new,and he doesn't know from where SE-116 was came from ?,
we must explain that to realize its origin.

SE-117 derived from SE-116 (not from X-someting), as well as SE-118 and 119.

 

[PhR]

I mentioned all of these in their proper series,if anyone new,and he doesn't know from where SE-116 was came from ?,
we must explain that to realize its origin.

In that case, why don't you apply the same rules for other designations?
As a reminder: SE10C3 became SE 100, SE11C3 became SE 101 and SE 110, SE12AB3 became SE 102 and SE 103, SE 010 became SE 400, SE 011 became SE 900, SE 014 became SE 1100, SE 015 became SE 1000, SE 016, 017, 018 were not reassigned, SE 050 became SE 2000, SET 053 became SE 2100.

It would be more readable to have the regular SE designation in the same list, with just mentioning that they derived from X-xxx pre-studies.
To be clear, the change from X- series to SE series usually indicates the change from a technological study team (think tank) to a design and manufacturing team. X-xxx were only studies. When they decided to go further, they assigned a new development team with a new designation in the regular system.
For example, Pierre Renoux has proposed at least 7 different configurations for using a turbine engine in his SE 3120 helicopter (X-310A to X-310G). He left the company after the loss of SE 3110, and only a small team was allowed to continue working on SE 3120 prototypes, mainly composed of Rene Mouille and Jean Boulet.
When they achieved successfully world records with this helicopter, a new Chief Engineer was assigned to the project: Charles Marchetti. His objective was to produce the SE 3120 in series.
Mouille explained that the SE 3120 was a pure prototype and could not be produced in series as it was. He proposed to restart a new design, based on SE 3120 main characteristics, and took the opportunity to change the engine using the principles previously studied by Renoux on X-310G. Based on this, by reducing H-34 mechanical parts for engine to rotor main transmission gearbox, he designed a brand new helicopter in only one week: the SE 3130 "Alouette II".
So, the SE 3130 derived from X-310G, but it's not the same.
In the case of the Durandal, X-207 and X-212 were internal studies proposed in multiple configurations. Finally, SNCASE received a purchase order from French State for SE 212 prototypes (not X-xxx). Then, Pierre Satre selected various elements from these pre-studies and launched the design of the prototypes. Again, SE 212 took benefits from X-207 and 212 studies, but it is a completely new aircraft, with its own characteristics that differ from all previous studies on which it is based.
It is the same for X-116A and X-116B that are the base for SE 116 proposals, before they were ordered. After, a third SE 116 was built and renamed SE 117 (it was never a X-something).

 

[hesham]

It is the same for X-116A and X-116B that are the base for SE 116 proposals, before they were ordered. After, a third SE 116 was built and renamed SE 117 (it was never a X-something).

I know all of these Infos,but it was derivative of this series 1xx,so the reader must know the numbers 117,.....etc,came
from where,that's my point,and I wrote them as following SE-117,SE-118 & SE-119,and you forget very import thing,
the series was raised up,X-120,X-121,X-122,X-123,X-124 & X-125,how I drop them out of the sequence ?!.

X-100 was unknown design
X-101 was a shoulder wing single seat jet seaplane fighter Project,powered by one Hispano-Suiza Nene turbojet engines
X-102 was unknown design
X-103 was unknown design
X-104 was a high wing amphibian flying boat light transport Project,later became SE-4000
X-105 was unknown design
X-106 was a single seat supersonic interceptor Project,intended for Switzerland,powered by two Snecma ATAR 101B
turbojet engines
X-107 was a single seat tailless flying wing supersonic interceptor Project,powered by two Snecma ATAR 101
turbojet engines
X-108 was a high-wing maritime ocean surveillance ASW aircraft Project,powered by either four 1600 hp Snecma 14R,
2200 hp Snecma 14 U or 2000 hp Arsenal 12 H engines,with one or two auxiliary jet engines
X-108A was a version with two 3600 hp Arsenal 24 H engines,and one RR Nene jet
X-108J was a version with four 2000 Junkers Jumo 213,and two Sbecma ATAR 101 jets
X-108J/I was a version with four 2000 hp Junkers Jumo 213,and two RR Nene jets
X-108BR1 was a version with four 2000 hp Bristol Hercules,and one RR Nene jet
X-108CB2 was a version with two 3000 hp Centaurus,and two RR Nene jets
X-109 was a single seat delta wing interceptor Project,powered by one Rolls-Royce Nene engine
X-110 was unknown design
X-111 was a four engined transport aircraft test model Project,intended to study the performance for SE.1040
X-112 was unknown design
X-113 was unknown design
X-114 was a single seat lightweight delta wing interceptor Project,powered by two turbojet engines
X-114/II was a single seat fighter-interceptor and light attack high-wing Project,powered by two Snecma R105
turbojet engines,mounted at each lower side of the fuselage and immediately aft the cockpit,intended to use
from carrier aircraft
X-115 was a single seat high-wing tilt-jet interceptor VTOL Project,powered by two Snecma 105R turbojet
engines
X-116 Voltigeur was a 2/3 seat army support aircraft capable of observation and ground attack operation,
powered by two Wright Cyclones radial,later with 650 hp Turbomeca Bastan turboprop engines,later became
a SE-116
X-116B Voltigeur was a version powered by two 800 hp Wright C7 turboprop engines,Project,SE-116B
SE-117 Voltigeur was a third prototype,also powered by two 760 hp Turbomeca Bastan turboprop engines,
SE-118 Diplomate was a light transport version of X-117,with low-wing and powered by two 760 hp Turbomeca Bastan turboprop engines
SE-118/I Diplomate was a refined version of X-118,powered by two 760 hp Turbomeca Bastan turboprop
engines
SE-118/II Diplomate was a navigator trainer version,also powered by two 760 hp Turbomeca Bastan turboprop
engines
SE-119 was a project
X-120 was unknown design
X-121 was unknown design mentioned in Georges Messier's site
X-122,X-123 & X-124 were unknown designs
X-125 was a single and two seat versions,as a strike and ground attack Project for ECAT competition,powered
by two Rolls Royce RB.172 turbojet engines
X-126 to X-136 were unknown designs
X-137 was a high-wing AEW monoplane Project,powered by two 3042 hp Rolls Royce Dart turboprop or
Rolls Royce RB.172 turbojet engines,in three variants

 

[hesham]

It is the same for X-116A and X-116B that are the base for SE 116 proposals, before they were ordered. After, a third SE 116 was built and renamed SE 117 (it was never a X-something).

I know all of these Infos,but it was derivative of this series 1xx,so the reader must know the numbers 117,.....etc,came
from where,that's my point,and I wrote them as following SE-117,SE-118 & SE-119,and you forget very import thing,
the series was raised up,X-120,X-121,X-122,X-123,X-124 & X-125,how I drop them out of the sequence ?!.

X-100 was unknown design
X-101 was a shoulder wing single seat jet seaplane fighter Project,powered by one Hispano-Suiza Nene turbojet engines
X-102 was unknown design
X-103 was unknown design
X-104 was a high wing amphibian flying boat light transport Project,later became SE-4000
X-105 was unknown design
X-106 was a single seat supersonic interceptor Project,intended for Switzerland,powered by two Snecma ATAR 101B
turbojet engines
X-107 was a single seat tailless flying wing supersonic interceptor Project,powered by two Snecma ATAR 101
turbojet engines
X-108 was a high-wing maritime ocean surveillance ASW aircraft Project,powered by either four 1600 hp Snecma 14R,
2200 hp Snecma 14 U or 2000 hp Arsenal 12 H engines,with one or two auxiliary jet engines
X-108A was a version with two 3600 hp Arsenal 24 H engines,and one RR Nene jet
X-108J was a version with four 2000 Junkers Jumo 213,and two Sbecma ATAR 101 jets
X-108J/I was a version with four 2000 hp Junkers Jumo 213,and two RR Nene jets
X-108BR1 was a version with four 2000 hp Bristol Hercules,and one RR Nene jet
X-108CB2 was a version with two 3000 hp Centaurus,and two RR Nene jets
X-109 was a single seat delta wing interceptor Project,powered by one Rolls-Royce Nene engine
X-110 was unknown design
X-111 was a four engined transport aircraft test model Project,intended to study the performance for SE.1040
X-112 was unknown design
X-113 was unknown design
X-114 was a single seat lightweight delta wing interceptor Project,powered by two turbojet engines
X-114/II was a single seat fighter-interceptor and light attack high-wing Project,powered by two Snecma R105
turbojet engines,mounted at each lower side of the fuselage and immediately aft the cockpit,intended to use
from carrier aircraft
X-115 was a single seat high-wing tilt-jet interceptor VTOL Project,powered by two Snecma 105R turbojet
engines
X-116 Voltigeur was a 2/3 seat army support aircraft capable of observation and ground attack operation,
powered by two Wright Cyclones radial,later with 650 hp Turbomeca Bastan turboprop engines,later became
a SE-116
X-116B Voltigeur was a version powered by two 800 hp Wright C7 turboprop engines,Project,SE-116B
SE-117 Voltigeur was a third prototype,also powered by two 760 hp Turbomeca Bastan turboprop engines,
SE-118 Diplomate was a light transport version of X-117,with low-wing and powered by two 760 hp Turbomeca Bastan turboprop engines
SE-118/I Diplomate was a refined version of X-118,powered by two 760 hp Turbomeca Bastan turboprop
engines
SE-118/II Diplomate was a navigator trainer version,also powered by two 760 hp Turbomeca Bastan turboprop
engines
SE-119 was a project
X-120 was unknown design
X-121 was unknown design mentioned in Georges Messier's site
X-122,X-123 & X-124 were unknown designs
X-125 was a single and two seat versions,as a strike and ground attack Project for ECAT competition,powered
by two Rolls Royce RB.172 turbojet engines
X-126 to X-136 were unknown designs
X-137 was a high-wing AEW monoplane Project,powered by two 3042 hp Rolls Royce Dart turboprop or
Rolls Royce RB.172 turbojet engines,in three variants

 

[PhR]

I know all of these Infos,but it was derivative of this series 1xx,so the reader must know the numbers 117,.....etc,came
from where,that's my point,and I wrote them as following SE-117,SE-118 & SE-119,and you forget very import thing,
the series was raised up,X-120,X-121,X-122,X-123,X-124 & X-125,how I drop them out of the sequence ?!.

I don't forget this. Both SE 116 prototypes were respectively derived from X-116A and X-116B. But that's all. After, if any studies have been done under X-117, X-118 and X-119 numbers, they did not have any relationship with SE 116, SE 117, SE 118 and SE 119 projects and prototypes. You have just inventing them. Just thinking "logic" is not reality, as your thinking is only based on numbering sequence, which is not the base used to allocate study designation inside the company.

As we have already discussed above, there is no proof that these numbers were ever used. As I explained, they were not always allocated in sequence. They were sometimes reserved for future purpose and finally never assigned to any new study. Sometimes, the same number was reallocated to another topic some years after (such as X-350 for example).

 

[overscan (PaulMM)]

If someone has time to redo the list incorporating @PhR revisions, I think we should lock this topic and start a new one with a revised list as a starting point. I might get time to do it myself.

@hesham you cannot argue with researchers using primary sources and personal experience using numerology. Your lists should only contain sourced information, not your private speculations based on number sequences and coincidence.

 

[hesham]

@hesham you cannot argue with researchers using primary sources and personal experience using numerology. Your lists should only contain sourced information, not your private speculations based on number sequences and coincidence.

That's right my dear PaulMM,

I want only to explain my point.

 

[PhR]

If someone has time to redo the list incorporating @PhR revisions, I think we should lock this topic and start a new one with a revised list as a starting point. I might get time to do it myself.

I tried to do the exercice, I I have to agree that this is a very difficult work. I was not able to verify all entries. First part:

Regular 2 and 3-digit designations:

SE.10 was a generic designation for SE.100 C3 projects family
SE.11 was a generic designation for SE.101 and SE.110 C3 projects family
SE.12 was a generic designation for SE.102 and SE.103 AB3 projects family
SE.010 was a pre-study for reconnaissance seaplane that became SE.400
SE.011 was a pre-study for a seaplane that became SE.900, 1941-42
SE.012 was a pre-study for version with redesigned wings and stratospheric cabin of the LeO.457, powered by 2 Hispano-Suiza 12Z with compressors
SE.014 initially called SE.200C Amphitrite C was a pre-study for a 110 ton long-haul seaplane that became SE.1100, 1941-43
SE.015 was a pre-study for a four-engine stratospheric transport aircraft that became SE.1000, 1941
SE.016 was a pre-study for a light passenger plane, 1942
SE.017 was a pre-study for a training seaplane, 1942
SE.018 was a pre-study for a transport autogiro, powered by one Gnome-Rhône 14M engine, 1941
SE.050 was a pre-study for a 50 ton transatlantic four-engine aircraft that became SE.2000
SET.053 was a pre-study for a light flying wing passenger plane that became SE.2100
SE.100 was a twin-engine three-seater fighter (C3) initially designed as LeO.50, powered by two 950 hp Gnome-Rhône 14N-20/21, then 14N48/49 engines. 1936, 2 prototypes ordered, only 1 finished, 1st flight 29th March 1939
SE.101 was the former SE.110, a three-seat fighter in C3 category, powered by two 580 hp Hispano-Suiza 14AB engines or Gnome-Rhône 14N20/21 or 14N48/49. 1937, 1 ordered, not finished
SE.102 was a three seat observation light bomber version, in AB3 category, powered by two Gnome-Rhône 14 N2/3 or 14N40/41 or 14N44/45 engines. 1939, 2 ordered, not finished
SE.103 was an AB3 version of the SE.102, powered by two 1150 hp Hispano-Suiza 14AA-12/13 engines. 1938, 1 prototype ordered, became SE.100-03, never finsihed
SE 104 was a long-range transatlantic flying boat project (9 tons of cargo + 70 passengers)
SE.105 was the former second SE.102, with two auxiliary tanks and powered by two 1320 hp Gnome-Rhône 14 R4/5 engines. 1939, not finished
SE.110 was an initial designation for SE.101
SE.116 Voltigeur was a two-seater twin-engine fire support aircraft, initially designed as X.116, powered by two 800 hp Wright C7-B1 engines (SE.116A c/n 01) or two 760 hp Turboméca Bastan turboprops (SE.116B c/n 02). 2 prototypes, 1st flight 5th June 1958
SE.117 Voltigeur was a third prototype of SE.116 with enlarged fuselage, powered by two 760 hp Turboméca Bastan turboprops. Two version studied: SE.117A with radial piston engines and SE.117B with turboprops. 1 prototype, 1st flight 21st January 1960
SE.118 Diplomate was an 8-10 seater transport plane derived from SE.116/117, powered by two 760 hp Turboméca Bastan turboprops. 1958, 1 prototyped, not finished
SE.119 was a project derived from SE.117. Not built
SE.122 was a single seat experimental plane inspired from SE.100, a scale down configuration, powered by single engine, driven two counter-rotating propellers. Project only
SE.161 Languedoc was a thirty-three-seat transport monoplane, started as Bloch MB.161, then became SO.161 Bordeaux. 1936, 1 prototype + 101 built + 4 not finished, 1st flight 15th December 1939
SE.200 Amphitrite was a formerly LeO.H49, 70 ton large transport transatlantic flying boat, powered by six 1600 hp Gnome-Rhône 14R-26/27 engines. 4 ordered, 2 not finished, 1st flight 8th October 1942
SE.200C Amphitrite C was a pre-study for a 110/120 ton long-haul seaplane that became SE.014, then SE.1100, 1941-43. Project only
SE.203 was a version of the SE.200, powered by six Gnome-Rhône 14R engines, and 68 ton empty weight. Project only
SE.204 was planned to be the SE.200 c/n 4 with enhanced performances, powered by six Gnome-Rhône 18R engines, and 80 ton empty weight. Project only
SE.204M was a military version of SE.204, powered by six Gnome-Rhône 18R engines, with defensive and offensive weapons
SE.201 Aquilon was a two-seat night pursuit version of 1952
SE.202 Aquilon was a DH Sea Venom derivative
SE.203 Aquilon was a single seat fighter version
SE.204 Aquilon was a two-seat jet trainer version
SE.210 Caravelle was a twin-engine jet transport aircraft, initially designed as X.210. 2 prototypes + 280 copies, 1st flight 27th May 1957
SE.210 Nuclear was a version of Caravelle, fitted with two nuclear-powered engines. Project only
SE.212 was a Project version of SE.200, powered by six Gnome-Rhône 18R, wing area increase of 35 m and 90 ton empty weight
SE.212 Durandal was a single-seat single-engine light interceptor, derived from X.212 initial design. 2 prototypes, 1st flight 20 April 1956
SE.212 Durandal I/1 was an early design with large delta wing, fitted with mixed powered engine. Project only
SE.212 Durandal I/2 was a second design with small delta wing, fitted with mixed powered engine. Project only
SE.212 Durandal III was Project version, had a side-intakes and high delta wing, also fitted with skids to land, fitted with mixed powered engines. Project only
SE.212 Durandal IV was a Project as interceptor version, with small radome for radar, powered by one Snecma ATAR 9 plus rocket engine. Project only
SE.212 Durandal IVM was an aircraft carrier based version, powered by one Snecma ATAR 9 engine. Project only
SE.216 Fonceur was experimental COIN aircraft. Project only
SE.247 was developed from LeO.H47, as a military derivative version of 1945. Project only
SE.300 was a three-seater twin-engine “work” plane (category T3), initially designed as Romano R.111. 1937, project only
SE-300 was supposed to be a light transport autogiro project, powered by one 350 hp Gnome-Rhône engine (not confirmed)
SE.300T seaplane wind-tunnel model was a tested in Toulouse. Project only
SE.301 wind-tunnel model was tested as in Toulouse. 1941, project only
SE.400 was a three-seat mid-wing surveillance plane, on floats (c/n 01) or on weels (c/n 02), powered by two 655 hp Gnome-Rhône 14M engines (c/n 01) or two Lorraine Algol (c/n 02). 2 prototypes, 1 not finished, 1st flight 31st December 1939
SE.500 was a four seat light bomber project derived from SE.100, powered by two 1050 hp Gnome-Rhône N-48/49 or 1600 hp Gnome-Rhône 14R engines. Project only
SE.500T was a twin-engine 12 passenger cargo/transport Project, powered by two 1050 hp Gnome-Rhône 14R engines. Project only
SE.520Z was the former Dewoitine D.520 N°372 fitted with one Hispano-Suiza 12Z engine. 1 built, 1st flight 22nd October 1948
SE.530 Mistral was a license built De Havilland Vampire
SE.531 Mistral was a license built De Havilland Vampire with Nene 102B engine
SE.532 Mistral was a license built De Havilland Vampire with Nene 104 engine and ejector seat
SE.535 Mistral was a naval fighter version of De Havilland Vampire Mk 50 modified and built by SNCASE. 247 copies
SE.580 was a post-war project fighter derived from D.520 with dorsal air intake, powered by one Hispano-Suiza 12Z engine. Initially designed as M.580, then became SET.580. 2 ordered, not finished
SE.581 was a Project version of SE.580, powered by one 2500 hp Hispano-Suiza 24Z engine, became SET.581. 1 not finished
SE.582 was a project version of SE.580, powered by one 4000 hp Arsenal 24H engine. Project only
SE.600 was a generic study for a two-seat experimental aircraft family derived from SE.100, powered by one 350 hp Bearn 6D engine. Projects only
SE.700 Alouette was a three-seat passenger autogiro, powered by one 330 hp Béarn 6D-07 engine. 4 ordered, 1 built, 1st flight 25th May 1945
SE.701 Alouette A was a version of the SE.700, intended to carry 700 kg of load, powered by one 220 hp Renault 6Q-01 engine, also known as SE.700A. Project only
SE.702 Alouette B was a version of the SE.700, featured by a fuselage hull and a fixed front wheel, powered by one 330 hp Béarn 6D-07 engine, also called SE.700B. Project only
SE.800 was a transport project developed from SE.100, 22 passenger and four crew, powered by either two or four 1350 hp Gnome-Rhône 14 or 1650 hp Wright Cyclone engines. Project only
SE.800A was a 24 passenger and four crew variant of SE.800, powered by two 1300 hp Gnome-Rhône 14 R engines. Project only
SE.800B was a 33 passenger and four crew variant of SE.800, powered by four 1000 hp Hispano-Suiza 12 Y engines. Project only
SE.800C was a 24 passenger in pressurized cabin variant of SE.800, powered by two 1600 hp Gnome-Rhône 14 R engines. Project only
SE.900 was a seaplane initially designed as SE.011. 1941-42, project only

Marignane design office (Mercier, Poitou, Gross, Hertel) SE.1xxx slot:
SE.1000 was a mid-wing stratospheric transport monoplane, initially designed as SE.015, powered by four 1590 hp Gnome-Rhône 14 R engines. 1942, 1 prototype not finished
SE.1001 was a Project version of SE.1000, with re-designed the nose and cockpit configuration, as a long-range mail carrier. Project only
SE.1010 was a high-altitude photo-survey aircraft derived from SE.1000, powered by four 1600 hp Gnome-Rhône 14 R-28/29 engines. 1 prototype built, 1st flight 23rd November 1948
SE.1011 was a production aircraft powered by four Bristol Hercules engines. 3 pre-series under construction, not finished
SE.1015 was a long-range 18 passenger courier airliner, powered by four 1600 hp Gnome-Rhône 14R-28/29 engines. Project only
SE.1020 was a maritime patrol aircraft Project, with gun turret, powered by four Junkers Jumo 213 engines. 1946, project only
SE.1030 was a proposed 45 passenger airliner variant, powered by four 1600 hp Gnome-Rhône 14R-28/29 engines. 1947, project only
SE.1035 was a high speed stratospheric airliners for 44-48 passengers with a more conventional larger diameter airliner. 1947, project only
SE.1040 was a proposed turboprop test-bed to evaluate the Rolls-Royce Dart engine. 1949, project only
SE.1100 was a redesign of SE.200C Amphitrite C, then SE. 014, as a heavy civil/military transport flying boat Project, 120 ton empty weight. 1942, project only
SE.1200 was a medium transport compound helicopter for 8 passengers, with shoulder wing and addition two piston engines, mounted on it and the a low rear wing with twin tail fins. 1943, project only
SE.1200 was a 140 ton 125 passenger heavy seaplane derived from SE.1100, powered by eight 3400 hp Arsenal 24H engines, 140 ton empty weight. 1946, project only
SE.1210 was a 1/2.9 sub-scale flying model of SE.1200, powered by four 220 hp Renault 6Q-20/21 engines. 1 built, 1st flight 9th June 1948
SE.1300 was a fast transport seaplane derived from the SE.1200, with 180 ton empty weight. 1945-46 project only
SE.1400 was a side-by-side two seat attack aircraft derived from SE.2400, powered by two Hispano-Suiza Nene turbojets, mounted beside the fuselage with wing roots, later redesigned and developed into SE.2450. Project only
SE.1400 was a projected single-seat sub-scale flying mock-up of SE.2400, powered by one Rolls Royce Derwent V turbojet engine. 1948, project only
SE.1410 was a projected sub-scale flying mockup of SE.2400, powered by Walter HWK 109/509 rocket engine. Project only
SE.1500 was a remote-controlled gliding target. 1946, ~100 built, including all variants
SE.1501 was a unguided target (1948)
SE.1502 was a unguided target (1950)
SE.1502M was a Navy recoverable target (1953)
SE.1503 was a turbojet powered target (1953)
SE.1510 was a guided and recoverable target (1948)
SE.1511 was a test of optical guidance (1952)
SE.1520 was built but not flown; five were modified into SE 1502M and five more into SE 1523
SE.1521 was an experimental flying bomb (1949)
SE.1522 was a recoverable target (1952)
SE.1523 was a Navy operational recoverable target (1953)
SE.1524 was an Air Force operational recoverable target (1953)
SE.1530 was a built and not flown; seven were modified into SE 1522 and two into SE 1523.
SE.1531 was a rocket powered variant (1952)
SE.1600 was a ground-to-ground missile with additional vertical control surfaces, designed to be launched by SE.1900. Project only
SE.1610 was a version of SE.1600 powered by pulse-jet. Project only
SE.1700 was a flying-wing ground-to-ground missile, designed to be launched by SE.1900. Project only
SE.1800 was a two-seat experimental twin-engine flying wing civil transport jet or bomber, powered by two Rolls Royce Nene turbojet engines. 1946, project only
SE.1801 was a version of SE.1800 twin-engine flying wing, powered by two Rolls Royce Nene engines. 1946, project only
SE.1802 was a version of SE.1800 twin-engine flying wing, powered by two Snecma ATAR 101 turbojet turbojet engines. 1946, project only
SE.1900 was a rocket-powered wheeled cart. 1 built
SE.1910 was a version on rails of SE.1900 rocket-powered cart, speed record breaker. 1 built

Toulouse design office (Satre) SE.2xxx slot:
SE.2000 was a 50 ton mid-wing transatlantic heavy transport, initially designed as SE.050, powered by four 2100 hp Gnome Rhône R18 engines. 1945, project only
SE.2000 was a B6/R6 heavy bomber, powered by four 2100 hp Gnome Rhône R18 engines. 1944, project only
SE.2010 Armagnac was an enlarged version of SE.2000 transatlantic, with a cantilever mid-wing monoplane with retractable tricycle landing gear, powered by four 3500 hp Pratt & Whitney R-4360-B13 Wasp Major engines. 1 prototype + 8 built, 1st flight 2nd April 1949
SE.2020 was a version of SE.2010 with bigger wheels (1, 72 m instead of 1, 52 m). Project only
SE.2030 was a version of SE.2010, but powered by four Cyclone turboprop engines. Project only
SE.2040 was a derivative of SE.2010, with four Allison T40 turboprop engines and longer fuselage. Project only
SE.2043 was a version of SE.2040, powered by four Bristol Proteus turboprop engines. Project only
SE.2060 was the SE.2010 c/n 3 transformed as jet engine test bed aircraft for Snecma , fitted with two Atar 9D, 9K, TF.104, TF.106, or TF.306 jet engines. 1 modified
SE.2100 was a two-seat light and touring tailless airplane, initially designed as SET.053, powered by one 140 hp Renault 4Pei pusher engine. 1 built, 1st flight 4th October 1945
SE.2200 was a temporary designation of the SE.580 single seat naval fighter. April 1943
SE.2300 was a two-three seat low-wing light and touring monoplane with conventional landing gear, powered by one 140 hp Renault 4Pei engine. 1 built, 1st flight 26th October 1945
SE.2310 was a three-seat, tricycle undercarriage version, powered by one 140 hp Renault 4Pei engine. 2 built, 1st flight 31st December 1945
SE.2311 was a version of SE.2310, powered by one 135 hp Régnier 4L-00 engine. 1 built, 1st flight 27th October 1947
SE.2320 was a version of SE.2310 with retractable gear, powered by one 135 hp Régnier 4L-00 engine. Project only
SE.2400 was a low-mid-wing single seat experimental attack monoplane Project, powered by two Socema CEM turbojet engines, mounted under each wing. 1946, project only
SE.2400 was a single seat mid-wing experimental attack monoplane, powered by two Rolls Royce Nene turbojet engines mounted in dorsal intakes. 1946, project only
SE.2410 Grognard I was a single seat low-level ground attack experimental monoplane prototype, powered by two Hispano-Suiza Nene 101 turbojet engines. 1 prototype, 1st flight 30th April 1950
SE.2411 Grognard was a developed version from SE.2410, powered by two Rolls Royce Nene 102 turbojet engines. 2 ordered, never built, abandoned in favor of SE.2415
SE.2415 Grognard II was a two-seat as a development version, that included a stretched fuselage incorporating a raised cockpit with a bubble canopy and increased 39˚ wing sweep back, powered by two Rolls Royce Nene 102 turbojet engines. 1 single-seat prototype, 1st flight 14th February 1951
SE.2416 Grognard was a single seat strike aircraft version of SE.2400, with four HS 603 30mm machine guns, also the same engines. Project only
SE.2417 Grognard was a SE.2415, re-engine with Tay or Verdon turbojets, and fitted with eight 20mm guns. Project only
SE.2418 Grognard was a single seat attack “final” version of SE.2415, this design mated a 47° highly swept wing fuselage, with two 30mm guns, powered by two Rolls-Royce Tay or two Snecma ATAR 101F turbojet engine. Project only
SE.2419 Grognard was a direct adaption of SE.2418 with wings from SE.2410, powered by two Rolls Royce Nene turbojets, and two 30mm guns. Project only
SE.2420 Grognard III was a single or twin-seat all-weather fighter, based on third SE.2415 prototype with thin wings, powered by two Tay turbojets. 1948-50, 1 under manufacturing, never completed
SE.2421 Grognard was a two-seat long-range all-weather fighter Project, based on SE.2420 fitted with radar and wings from SE.2410, powered by two Tay turbojets. Project only
SE.2422 Grognard was a single seat strike aircraft derived from SE.2420, with thin wings and featured a revised air-intakes (lesser bulky but wider), powered by two Tay turbojets. Project only
SE.2422R Grognard was a single seat recce version of SE.2422, with cameras in place of gun bay
SE.2423 Grognard was a design version, mated the fuselage of SE.2418 with the wings of SE.2415. Project only
SE.2424 Grognard was another version of SE.2418, but with Snecma Vulcain P-150 engines with post combustion. Project only
SE.2450 Grognard was a simplified SE.2400, side-by-side two-seat with bubble canopy and pursuit radar, and powered by two Hispano-Suiza Nene turbojets, mounted beside the fuselage with wing roots. Initially designated SE.1400 at Marignane, became SE.2450 when transferred to Toulouse. Project only
SE.2500 was a designation mentioned as similar to the X.201.02.01, jet airliner. Project only (Not confirmed)
SE.2600 was a ground-to-air rocket engine for SA.20 program. Project only
SE.2610 was a reduced model of SE.2600. Project only

Courbevoie, then Marignane design office (Renoux, Focke, Marchetti, Mouille) SE.3xxx slot:
SE.3000 was a heavy two rotor transport helicopter, built using captured Focke-Achgelis Fa 223 parts, powered by one 1000 hp Bramo Fafnir BMW 323 R2. 1 prototype + 2 built, 1st flight 23rd October 1948
SE.3100 was a twin-engine single-rotor large transport helicopter for 8 to 12 passengers, with unusual “butterfly” angled twin tail rotors, powered by two Gnome-Rhône 14R54 engines. Project only
SE.3101 was an experimental sub-scale prototype version of SE 3100, powered by one 100 hp Mathis 4G20 engine. 1 prototype, 1st flight 16th June 1948
SE.3110 was a two-seat experimental light helicopter, powered by one 200 hp Salmson 9Nh engine, with “butterfly” tail rotors. 2 prototypes, 1st flight 16th June 1950
SE.3111 was a variant of SE.3110 fitted with rotors larger diameter tail (2.80 m instead 2.40 m). Project only
SE.3120 Alouette was a single seat crew and two seat utility helicopter, powered by one 203 hp Salmson 9Nh engine. 2 prototypes, 1st flight 31st July 1951
SE.3130 Alouette II was an enlarged version of SE.3120, with one crew and four seat, utility and multi-role helicopter, based on X.310G pre-study design for powering a light helicopter with turbine engine, powered by one 530 hp Turbomeca Artouste IIC6 turboshaft engine. Became SA.313 in 1968. 3 prototypes + 2 pre-series + 923 built, 1st flight 12th March 1955
SE.3131 Gouverneur was the SE.3130 c/n 1055 temporarily modified with faired fuselage. 1 modified, 1st flight 10th May 1957
SA.313 Alouette II was the new designation of SE.3130 adopted in 1968
SE.3140 Allouette-Turmo was a SE.3130 temporarily modified with shorter main rotor blades and one 400 hp Turbomeca Turmo turboshaft engine. Became SE.3150 after re-engined. 1 modified, 1st flight 16th May 1957
SE.3150 was enhanced SE.3130 for high altitude operation, fitted with larger main rotor, 3-blade tail rotor and powered by one 500 hp Turbomeca Artouste III turboshaft engine. 2 prototypes, 1st flight 11th March 1958. Became SA.315A and SA.315B Lama
SA.315 Lama was the production version of the SE.3150, also called "Cheetah" in India and "Giviaõ" in Brazil. 383 built?
SE.3160 Allouette III was a redesigned Alouette II with all-metal monocoque fuselage, and a fully enclosed seven-seat cabin and fixed tricycle undercarriage, powered by one 870 hp Turbomeca Artouste IIIB turboshaft engine. Became SA.316 in 1968. 2 prototypes + 4 pre-series + 200 built, 1st flight 28th February 1959
SA.316 Alouette III was the new designation of SE.3160 adopted in 1968
SE.3164 Alouette-canon was a SE.3160 temporarily with stepped windshield and nose-mounted 20mm gun. 1 prototype, 1st flight 24 June 1964
SE.3180 Alouette II was a version of the SE.3130 re-engined with 450 hp Turbomeca Artouste II turbine. Became SA.318 in 1968. 3 prototypes + 382 built, 1st flight 31st January 1961
SA.318 Alouette II was the new designation of SE.3180 adopted in 1968
SA.319 Alouette III was the SE.3160 fitted with 600 hp Turbomeca Astazou XIV turboshaft engine. 1 prototype + 1 pre-series + 1455 built, 1st flight 27th June 1968
SE.3200 Frelon was a heavy transport helicopter with single four-blade main rotor, powered by three 750 hp Turbomeca Turmo IIIB turboshaft engines, positioned in housing on top of fuselage. 2 prototypes, 1st flight 10th June 1959
SA-3210 Super Frelon was a heavy three-turbine helicopter developed with support from Sikorsky after the failure of SE.3200, with boat hull and outrigger floats, rear loading doors, boom tail
siX.blade main rotor driven three 1320 hp Turbomeca Turmo IIIC turboshaft engines. 2 prototypes + 4 pre-series, 1st flight 7th December 1962
SA.321 Super Frelon was the production version of the SE.3210. 99 built
SA.3220 Frelon was a production version of the SE.3200, total mass 10 ton, with single five-blade main rotor, the waterproof hull was extended at the front by a bow and bent tail (foldable) used to raise the anti-torque rotor, powered by three 1250 hp Turbomeca Turmo IIIC turboshaft engines. 1960, project only
SA.3230 was a twin-engine heavy helicopter derived from SE.3200, powered by two 1320 hp Turbomeca Turmo IIIC turboshaft engines. 1960, project only
SA.330 Puma was a medium-lift 20 troop military helicopter with retractable tricycle undercarriage and single four-blade main rotor, powered by two 1320 hp Turbomeca Turmo IIIC4 turboshaft engines. 2 prototypes + 6 pre-series + >697 built, 1st flight 15th April 1965
SA.331 was a project derived from SA.330, Powered by two Turboméca Makila engines and “fenestron” tail-rotor. 2 technical demonstrators temporarily modified: former SA.330-02 fitted with Makila engines and SA.330-05Z with fenestron
SA.340 Gazelle was a light five-seat multi-role helicopter, with streamlined fuselage, tail rotor, three-blade main rotor, powered by one Turbomeca Astazou IIN2 turboshaft engine, based on X.300 design. 2 prototypes, 1st flight 7th April 1967
SA.341 Gazelle was the production version of SA.340. 4 pre-series + many built
SA.342 Gazelle was an enhanced version of SA.341. Many built
SA.349Z and SA.349-2 were the former SA.340-01 and SA.342K-1201 modified with wings as experimental helicopter. 2 prototypes

Marignane design office (Poitou) then Cannes (Gross) SE.4xxx slot:
SE.4000 was a high-wing amphibian flying boat light transport Project, powered by one 450 hp Mathis 16G pusher engine, mounted above the wing, initially designed as X.104. 1948-49, project only
SE.4020 was a twin-engine amphibious seaplane, powered by two 330 hp De Havilland Gipsy Queen 70 engines. 1949, project only
SE.4030 was a high-wing amphibian flying boat light transport Project, enlarged version of SE.4000, powered by two Armstrong Siddeley Cheetah or P&W engines, in tractor position. 1949-50, project only
SE.4040 was a light transport aircraft, land version of the SE.4030, powered by two 410 hp Armstrong-Siddeley Cheetah 10 engines. 1949, project only
SE.4100 was a first French rocket, former NC.3500. 3 built, 1st launch 29th September 1949
SE.4101 was the first derived version of SE.4100. 8 launched
SE.4102 was a version of SE.4100 with SEPR2 rocket and additional cruise boosters. 2 launched
SE.4103 was a version of SE.4100 with automatic pilot. 1 launched
SE.4104 was a version of SE.4100 with STRIM auxiliary booster. 1 launched
SE.4110 was a version of SE.4100 with STRIM auxiliary booster. 1 launched
SE.4111 was a version of SE.4100 with SEPR2 rocket and STRIM auxiliary booster. 2 launched
SE.4112 was a version of SE.4100 with ECA 80 gyroscope. 2 launched
SE.4113 was a version of SE.4100 with ECA control command. 2 launched
SE.4114 was a version of SE.4100 with SFENA control and STRIM auxiliary booster. 7 launched
SE.4115 was a version of SE.4100 with modified control surfaces. 2 launched
SE.4116 was the 1st guided version of SE.4100. 38 launched
SE.4117 was a version of SE.4100 with modified control surfaces. 4 launched
SE.4118 was a version of SE.4100 with modified control law. 2 launched
SE.4119 was a guided version of SE.4100. 2 launched
SE.4120 was a version of SE.4100 with modified control surfaces. Project only
SE.4140 was a variant of SE.4100 with modified wing surface. 1 launched
SE.4200 was a first operational ramjet-powered ground-to-ground missile. Former NC.3510 designed for SS.40 program. 2 built, 1st launch 8th February 1950
SE.4201 was a variant of SE.4200. 2 built, 1st launch 7th March 1950
SE.4202 was a variant of SE.4200. 2 built, 1st launch 27th April 1950
SE.4203 was a variant of SE.4200. 9 built, 1st launch 3rd October 1950
SE.4204 was a variant of SE.4200. 4 built, 1st launch 3rd October 1950
SE.4205 was a variant of SE.4200. 16 built, 1st launch 12th December 1950
SE.4206 was a variant of SE.4200. 4 built, 1st launch 26th June 1951
SE.4207 was a variant of SE.4200. 34 built, 1st launch 18th March 1952
SE.4208 was a variant of SE.4200. 19 built, 1st launch 19th February 1953
SE.4209 was a variant of SE.4200. 2 built, 1st launch 6th May 1953
SE.4210 was a variant of SE.4200. 4 built, 1st launch 30th May 1954
SE.4211 was a variant of SE.4200. 27 built, 1st launch 30th September 1954
SE.4212 was a variant of SE.4200. 4 built, 1st launch 22nd June 1954
SE.4213 was a variant of SE.4200. 2 built, 1st launch 20th August 1954
SE.4220 was a variant of SE.4200. 2 built, 1st launch 14th February 1955
SE.4230 was a variant of SE.4200. 2 built, 1st launch 14th December 1954
SE.4241 was a variant of SE.4200. 26 built, 1st launch 8th March 1955
SE.4242 was a variant of SE.4200. 82 built, 1st launch 3rd June 1955
SE.4243 was a variant of SE.4200. 4 built, 1st launch 18th October 1955
SE.4243 was a variant of SE.4200. Not built
SE.4245 was a variant of SE.4200. 30 built, 1st launch 13th November 1956
SE.4246 was a variant of SE.4200. 94 built, 1st launch 25th February 1958
SE.4247 was a variant of SE.4200. 20 built, 1st launch 6th June 1957
SE.4261 was a variant of SE.4200. 32 built, 1st launch 20th October 1954
SE.4262 was a variant of SE.4200. 10 built, 1st launch 7th June 1958
SE.4263 was a variant of SE.4200. 60 built, 1st launch 8th June 1955
SE.4270 was a variant of SE.4200. Not built
SE.4280 was a variant of SE.4200. 108 built, 1st launch 5th May 1959
SE.4290 was a variant of SE.4200. Not built
SE.4300 was a surface-to-air vehicle with SEPR 053 dual-liquid rocket. 86 built, 84 launched, 1st launch 27th February 1954
SE.4350 was a variant of SE.4300 with SEPR 50531 rocket. 89 built, 41 launched
SE.4400 was a ramjet-powered ground-to-air missile. 74 built, 1st launch 9th April 1954
SE.4401 was a variant of SE.4400. 18 built, 1st launch 4th June 1954
SE.4402 was a record-breaking variant SE.4400
SE.4500 was an enlarged ramjet-powered version of the SE.4200 intended to carry a 700-kg bomb at a distance of 130 kms. 62 built, 1st launch 10th October 1956

Argenteuil design office (Jakimiuk) SE.5xxx slot:
SE.5000 Baroudeur was a single seat high-wing lightweight strike fighter monoplane, powered by one Snecma ATAR 101D turbojet engine. 2 prototypes, 1st flight 1st August 1953
SE.5002 Baroudeur A was a smaller version, powered by one Bristol Siddeley Orpheus II turbojet engine. Project only
SE.5003 Baroudeur was a pre-series version, powered by one 3700 kgs thrust ATAR E5 turbojet engine. 3 built, 1st flight September 1955
SE.5004 Baroudeur was a version, powered by one Snecma ATAR E4 engine. 1957, project only
SE.5008 Baroudeur was a proposed series version with a 4700 kgs thrust Snecma ATAR 8 engine. 1957, project only
SE.5008 VS Baroudeur was a variant of SE.5008 with blown wing. Project only
SE.5010 Baroudeur L was a light tactical support variant, powered by one Bristol Siddeley Orpheus engine. 1953, project only
SE.5012 Baroudeur was a proposed series version of SE.5000, powered by one Bristol Siddeley Orpheus 12 engine. 1957, project only
SE.5013 Baroudeur was based on SE.5002, with Bristol Siddeley Orpheus engine, and a blown wing. Project only
SE.5020 Baroudeur S was proposed single-engine tactical support aircraft version of SE.5000, with a lightened airframe, powered by one Snecma ATAR M engine. 1953-54, project only
SE.5030 Baroudeur R was a derived version of SE.5000, powered by one Snecma M17 engine. 1954, project only
SE.5040 Baroudeur O was a reduced at 8/10 scale lightweight version of SE.5000, powered by one Bristol Siddeley Orpheus. 1957, project only
SE.5050 Baroudeur was developed from SE.5091, with blown wing and Snecma ATAR engine. Project only
SE.5091 Baroudeur was a Project in collaboration with Fiat

 

[PhR]

Second part: the famous "X" series:

Marignane design office (Poitou) X.1xx technical preliminary studies:
SE.X was the initial designation of X.101 study
X.101 was a shoulder wing single seat jet seaplane for fighter, interception or attack, powered by one Hispano-Suiza Nene turbojet engines (1947)
X.102 was a 6 to 8 passenger transport aircraft derived from SE.100, powered by two Mamba turbojet engines (1947)
X.103 was a postal aircraft derived from SE.100, powered by two Mamba turbojet engines (1947)
X.104 was a high wing amphibian flying boat light colonial or medical transport, powered by two 450 hp Mathis twin engine, or two 300 hp Renault 6Q, or two 330 hp Gipsy Queen engines. Later became SE.4000 (1947-49)
X.105 was a twin engine amphibian seaplane, powered by two 580 hp Snecma 12S, then two 420 kgs thrust Turboméca turbojets (1947-49)
X.106 was a single seat supersonic interceptor, intended for Switzerland, powered by two Snecma ATAR 101B turbojet engines (1948)
X.107 was a single seat tailless flying wing supersonic interceptor Project, powered by two Snecma ATAR 101 turbojet engines (1948)
X.108 was a high-wing maritime ocean surveillance ASW aircraft Project, powered by either four 1600 hp Snecma 14R, 2200 hp Snecma 14 U or 2000 hp Arsenal 12 H engines, with one or two auxiliary jet engines (1948-49)
X.108A was a version with two 3600 hp Arsenal 24 H engines, and one RR Nene jet
X.108J was a version with four 2000 Junkers Jumo 213, and two Sbecma ATAR 101 jets
X.108J/I was a version with four 2000 hp Junkers Jumo 213, and two RR Nene jets
X.108BR1 was a version with four 2000 hp Bristol Hercules, and one RR Nene jet
X.108CB2 was a version with two 3000 hp Centaurus, and two RR Nene jets
X.109 was a single seat flying wing interceptor, powered by one Rolls-Royce Nene engine (1949)
X.111 was a four engined 48 to 60 passenger transport aircraft test model, intended to study the performance for SE.1040, powered by four Rolls-Royce Dart or two double-Dart
X.112 was a variable swept STOL seaplane, powered by four Turboméca turbojet engines (1949)
X.114 was a single seat lightweight delta wing interceptor proposed after abandonment of X.106 and X.107, powered by two Dassault Viper turbojet engines. Abandoned in favor of X.212 (1953)
X.114 was a single seat fighter-interceptor and light attack high-wing, powered by two Snecma R105 turbojet engines, mounted at each lower side of the fuselage and immediately aft the cockpit, intended to use from carrier aircraft
X.115 was a single seat high-wing tilt-jet interceptor VTOL Project, powered by two Snecma 105R turbojet engines (1955)
X.116 was a 2/3 seat army support aircraft capable of observation and ground attack operation, powered by two Wright Cyclones radial (X.116A), or with 650 hp Turbomeca Bastan turboprop engines (X.116B), later became a SE.116 (1955-56)
X.121 was unknown design mentioned in Georges Messier's site
X.125 was a single and two seat versions, as a strike and ground attack Project for ECAT competition, powered by two Rolls Royce RB.172 turbojet engines
X.137 was a high-wing AEW monoplane Project, powered by two 3042 hp Rolls Royce Dart turboprop or Rolls Royce RB.172 turbojet engines, in three variants

Toulouse design office (Satre) X.2xx technical preliminary studies:
X.200 was a 135 ton tailless flying wing jet airliner transatlantic aircraft, powered by 12 or 18 Rolls Royce Nene turbojet engines (1946)
X.201 was a 200-ton, tailless flying wing jet airliner transatlantic aircraft derived from the X.200, but powered by 22 Rolls Royce Nene turbojet engines (1946)
X.202 was a tailless flying wing mailplane, smaller version of X.200, powered by three Rolls Royce Nene engines (1947)
X.203 was a tailless flying wing airliner, could accommodated 40 passenger with 35 ton weight, and powered by three Rolls Royce Nene turbojet engines, mounted under the fuselage (1947)
X.204 was a normal low-wing airliner monoplane, powered by two Rolls Royce Nene turbojet engines, also mounted under the fuselage (1947-51)
X.205 was a mid-wing normal monoplane airliner, powered by three Rolls Royce Nene turbojet engines, mounted two under the wings and one under the fuselage (1947-51)
X.206 was a series of four engined medium haul airliner, powered by four Rolls Royce Nene turbojet engines, later replaced by four Snecma ATAR (1947-51)
X.207A was a single seat delta wing supersonic fighter/interceptor Project, powered by one Rolls Royce Nene turbojet engine plus two rocket engines, led to develop Durandal (1948-52)
X.207C was a single seat tailless fighter/interceptor Project, powered by three rocket engines
X.207R was a single seat low-mid swept wing fighter/interceptor Project, powered by one Rolls Royce Nene turbojet engine, with side intakes shape
X.207/I was a single seat low swept wing fighter/interceptor Project, powered by one Snecma ATAR 101B turbojet engine, with nose intake
X.207/II was a single seat mid swept wing fighter/interceptor Project, powered by one Avon jet plus two rocket engines, with dorsal intake
X.207/III was a single seat low-mid swept wing fighter/interceptor Project, powered by one Avon jet plus three rocket engines, with side intakes
X.207/IV was a single seat mid swept wing fighter/interceptor Project, powered by one Snecma ATAR 101F jet plus two rocker engines, with wing root intakes
X.207/V was a single seat low swept wing fighter/interceptor Project, powered by one Armstrong Siddeley Sapphire jet plus one rocket engine, with nose intake
X.207/VI was a single seat low swept wing fighter/interceptor Project, powered by one Snecma ATAR 101F jet plus two rocker engines, with nose intake
X.207S was a pilotless mid-wing of arrow shape interceptor Project, powered by one ramjet engine, with nose intake
X.209 was a four-seat tailless flying wing tourist and trainer light aircraft Project, powered by one Rolls Royce Nene jet engine
X.210 was a series of jets/turboprops medium haul airliner for at least 40 passengers, powered by 4 Derwent turbojet engines, or our Snecma ATAR, or four Turboméca Toumalet, or four SNECMA TB-1000A, or three Snecma ATAR, or four T-38 turboprops, or two Avon, led to develop SE.210 Caravelle
X.212 was a single seat mixed powered experimental fighter Project, powered by one ATAR 104 Vulcain jet plus one rocket engine, had a delta wing and nose intake, later became SE.212 Durandal (1951)
X.212 Durandal was a Project version of above, powered by one Snecma ATAR 101F jet plus one rocket engine
X.212 Durandal bi-Atar was a Project version, with flatter fuselage, powered by two Snecma ATAR 101F turbojet engines
X.212C Durandal II was a Project version, powered by a two rocket engines, with longer fuselage
X.212C/II Durandal II was a refine Project, with small fuselage, also powered by the same engines
X.218 was a developed of SE.212, as a single seat interceptor, with thick delta wing full of fuel tank, powered by one Snecma ATAR 101D turbojet engine, had a side-intakes (1954)
X.220 Caravelle Junior was a Caravelle with two Spey 2 engines. This was a larger design for 72 passengers and would have been a direct competitor to the BAC 111
X.222 was a single seat experimental interceptor, based on SE.212, with smaller vertical tail and with the two other tail planes having a strong negative dihedral, powered by one Rolls-Royce Avon RA24R turbojet engines
X.223 was a target drone delta wing family, powered by turbojet engines or by one or two ramjet engines, mounted under the wings
X.224 was a delta wing supersonic heavy fighter and attack aircraft, powered by two Snecma Atar G turbojet engine, with side intakes (1955)
X.225 Super Caravelle TCS was a supersonic delta wing transport airliner
X.225 Super Caravelle Minerve was a version of X.225, to can carry a cruise missiles
X.225 Super Caravelle Nuclear was a version, but fitted with two nuclear-powered engines
X.230 was a Socata low-wing 12/19 executive monoplane derived from SE.116/117, powered by two 800 hp Astazou engines
X.240 was a tandem two-seat low-wing trainer and tourist monoplane, powered by one 200 hp Cont. or Lycoming engine
X.250 was a low-wing medium airliner transport monoplane, powered by three Rolls-Royce/Snecma M45 jet engines, mounted two under the wing and one above the rear of the fuselage
X.250 was an executive aircraft, powered by two Snecma/Turboméca Larzac (1967)
X.270 was a side-by-side two-seat low-wing light monoplane Project, led to develop Socata TB-9

Courbevoie, then Marignane design office (Renoux, Marchetti, Mouille) X.3xx technical preliminary studies:
X.300 was a five-seat utility or observation light helicopter (HLU/HLO), led to develop SA.340 Gazelle (1966)
X.305 was an helicopter for medical evacuation, rescue and liaison, powered by two 3000 hp Turboméca turboshaft engines (1950)
X.310 was a family of studies for the installation of a turboshaft engine on SE.3120 helicopter. The 7th one (X.310G) was used as starting point for SE.3130 Alouette II (1953)
X.311 Helibus was a twin rotor transport helicopter for 30 to 40 passengers, powered by four Turboméca turboshaft engines (1953)
X.315 was a four to seven passenger executive helicopter, with single rotor and powered by two Turboméca Artouste II turbine engines, which can be used as flying crane or cargo (1955)
X.316 was a twenty three seat commercial and military heavy transport helicopter (1955)
X.317 was a medium transport helicopter, derived from SE.3130 Alouette II, powered by one Turboméca Artouste III turbine engines (1955)
X.350/I Rotojet was a 4/5 seat compound helicopter military Project, powered by two turboshaft engines
X.350/II Rotojet was version, intended for civil role, also powered by two turboshaft engines
X.350/III Rotojet was a 30/36 passenger transport Project version, powered by two turboshaft engines
X.350/IV Rotojet was a 50 passenger transport Project version, powered by three turboshaft engines
X.350/V Rotojet was a medium airliner Project version, , with stowed rotor, powered by three turboshaft engines
X.350/VI Rotojet was a medium transport Project version, with retractable rotor and V-tail, powered by two turboshaft engines
X.350/VII Rotojet was a medium transport Project version, with disc rotor, powered by three turboshaft engines
X.350 was the initial designation of AS.351, then AS.350Z experimental helicopter, based on AS.350 c/n 1013 fitted with a fenestron. 1 modified, 1st flight 6th February 1987
X.370 was a 3/4 light helicopter, powered by one Wankel-type rotary engine (1973)
X.375 was a 3/4 light helicopter Project, powered by two Wankel-type rotary engines
X.380DTP was the SA.365N c/n 6015 with combined composite rotorhub/mast, 5 blade rotor and swept tips, designed for DGV.200 (Dauphin Grandes Vitesses) speed record breaker. 1 modified, 1st flight 20th March 1989
X.910 was a six seat tilt-rotor high-wing experimental VTOL monoplane, powered by two Turboméca Arriel I turboshaft engines (1973)

Cannes design office (Gross) X.4xx technical preliminary studies:
X.406 was an inertially-guided enlarged version of SE.4500
X.407 Casseur was called a tactical missile
X.408 was the VE 10 Aigle rocket
X.410 was a Mach 2 air-ground missile (1961)
X.411 was a Mach 2 air to ground missile, max altitude 200 m. Adaptation of the X.410 for low altitude flight. (1961)
X.412 was a Mach 2 ground to ground tactical missile, max altitude 200 m, with 2 rocket boosters. (1961)
X.413 was a Mach 2 ground to ground missile for tactical reconnaissance, max altitude 200 m, with 2 rocket boosters. (1961)
X.414 was a Mach 2 air to ground missile, max altitude 200 m, launched by TCS (Super-Caravelle). (1961)
X.415 was a Rocket air to ground missile, launched by Mirage IV. (1961)
X.416 was a 2-stage rocket, launched by TCS. (1962)
X.417 was a supersonic air to ground missile "Robot", "AS2". For "Minerve" project. (1962)
X.418 was a ground to ground tactical missile. For "Minerve" project. (1962)
X.419 was a ground to ground or sea to ground missile. For "Minerve" project. (1963)
X.420 was a short range ground to ground missile. For "Minerve" project. (1963)
X.421 was a ramjet-powered cruise missile. (1964)
X.422 was a half-scale demonstrator from X.421. 3 built, 1st launch 29th January 1967.
X.423 was an surface-to-surface anti-ship missile to be fired from a submarine, finally became the EXOCET

Argenteuil design office (Jakimiuk) X.5xx technical preliminary studies:
X.502 was a single seat delta wing monoplane Project, clearly based on SE.5000, had a triangular T-tail shape, and skids for landing, powered also by one engine

Sud-Aviation, former SNCASO design office (Parot, Vidal) X.6xx technical preliminary studies:
X.600/I was a single seat experimental delta wing VTOL fighter, powered by one turbojet engine and four lift-fan engines
X.600/II was a single seat experimental delta wing VTOL fighter, powered by one turbojet engine, and six lift-fan engines
X.600/III was a single seat experimental double delta wing configuration VTOL fighter, powered by one turbojet engine and four lift-fan engines
X.601 was an improved versions of X.600
X.602 was a transport VTOL derived from X.600
X.610 Ludion was a rocket-powered VTOL flying chair, powered by two rocket engines, later known as SA.610
X.620 Theodore was a flying platform VTOL Project, need confirm for designation
X.650 Eurotrainer was a tandem two-seat low-wing jet trainer Project, powered by two Snecma-Turbomeca Larzacs turbojet engines, developed with MBB, later known as E-650
X.651 Eurotrainer was a version of X.650, but powered by two General Electric J85 turbojet engines, also developed with MBB, later known as E-651

Unidentified design office:
X.904 was a 100-150 high-wing STOL blown flap airliner transport monoplane Project, powered by four Snecma M45S geared-fan turbofans, also called A.904

 

[PhR]

I modified the end of X.xxx list, as I realised that the series 600 was assigned by Sud-Aviation to the former SNCASO design office directed by Jean-Charles Parot, integrated when both SE and SO merged.

 

[hesham]

X-100 was unknown design
X-101 was a shoulder wing single seat jet seaplane fighter Project,powered by one Hispano-Suiza Nene turbojet engines
X-102 was a 6 to 8 passenger transport aircraft derived from SE.100, powered by two Mamba turbojet engines (1947)
X-103 was a postal aircraft derived from SE.100, powered by two Mamba turbojet engines (1947)
X-104 was a high wing amphibian flying boat light transport Project,later became SE-4000
X-105 was a twin engine amphibian seaplane, powered by two 580 hp Snecma 12S, then two 420 kgs thrust Turboméca turbojets (1947-49)
X-106 was a single seat supersonic interceptor Project,intended for Switzerland,powered by two Snecma ATAR 101B turbojet engines
X-107 was a single seat tailless flying wing supersonic interceptor Project,powered by two Snecma ATAR 101 turbojet engines
X-108 was a high-wing maritime ocean surveillance ASW aircraft Project,powered by either four 1600 hp Snecma 14R,2200 hp Snecma 14 U or 2000 hp Arsenal 12 H engines,with one or two auxiliary jet engines
X-108A was a version with two 3600 hp Arsenal 24 H engines,and one RR Nene jet
X-108J was a version with four 2000 Junkers Jumo 213,and two Sbecma ATAR 101 jets
X-108J/I was a version with four 2000 hp Junkers Jumo 213,and two RR Nene jets
X-108BR1 was a version with four 2000 hp Bristol Hercules,and one RR Nene jet
X-108CB2 was a version with two 3000 hp Centaurus,and two RR Nene jets
X-109 was a single seat delta wing interceptor Project,powered by one Rolls-Royce Nene engine
X-110 was unknown design
X-111 was a four engined transport aircraft test model Project,intended to study the performance for SE.1040
X-112 was a variable swept STOL seaplane, powered by four Turboméca turbojet engines (1949)
X-113 was unknown design
X-114 was a single seat lightweight delta wing interceptor Project,powered by two turbojet engines
X-114/II was a single seat fighter-interceptor and light attack high-wing Project,powered by two Snecma R105 turbojet engines,mounted at each lower side of the fuselage and immediately aft the cockpit,intended to use from carrier aircraft
X-115 was a single seat high-wing tilt-jet interceptor VTOL Project,powered by two Snecma 105R turbojet engines
X-116 Voltigeur was a 2/3 seat army support aircraft capable of observation and ground attack operation,powered by two Wright Cyclones radial,later with 650 hp Turbomeca Bastan turboprop engines,later became
a SE-116
X-116B Voltigeur was a version powered by two 800 hp Wright C7 turboprop engines,Project,SE-116B
SE-117 Voltigeur was a third prototype,also powered by two 760 hp Turbomeca Bastan turboprop engines,
SE-118 Diplomate was a light transport version of X-117,with low-wing and powered by two 760 hp Turbomeca Bastan turboprop engines
SE-118/I Diplomate was a refined version of X-118,powered by two 760 hp Turbomeca Bastan turboprop engines
SE-118/II Diplomate was a navigator trainer version,also powered by two 760 hp Turbomeca Bastan turboprop engines
SE-119 was a project
X-120 was unknown design
X-121 was unknown design mentioned in Georges Messier's site
X-122,X-123 & X-124 were unknown designs
X-125 was a single and two seat versions,as a strike and ground attack Project for ECAT competition,powered by two Rolls Royce RB.172 turbojet engines
X-126 to X-136 were unknown designs
X-137 was a high-wing AEW monoplane Project,powered by two 3042 hp Rolls Royce Dart turboprop or Rolls Royce RB.172 turbojet engines,in three variants

I edit the list as dear Philippe done, and many thanks to him.